Smoke-escape



(No Model.)

I 2 Sheets-Sheet 1. G. L. BARRETT. v

SMOKE ESCAPE Patented Nov. 1', 1892.

WITNESSES (No Model.) I 2 sheets-sneeze.

G. L. BARRETT.

SMOKE ESCAPE.

No. 485,523. Patented Nov. 1, 1892.

as co. PHOTO-L 8 w 8 E m 1 W STATES 'ATENT Fries.

GEORGE L. BARRETT, OF SPRINGFIELD, OHIO, ASSIGNOR TO JOHN W. DUN CAN ANDTHOMAS E. QUINBY, OF ONANOOOK, VIRGINIA.

SMOKE-ESCAPE.

SPECIFICATION forming part of LetterSiPatent N 0. 485,523, datedNovember 1, 1892. Application filed September 2, 1891. Serial No.404,509. (No model) To all whom it may concern.-

Be it known that I, GEORGE L. BARRETT, a citizen of the United States,residing at Spring field, in the countyof Clark and State of Ohio, haveinvented certain new and useful Improvements in Smoke-Escapes, of whichthe following is a specification, reference being had therein to theaccompanying drawings.

My invention relates to certain new and useful. improvements insmoke-escapes for passenger-trains; and it consists in certainpeculiarities of construction and novel combinations of devices wherebythe smoke is autosna lcally deflected into the smoke-es cape, ashereinafter set forth.

In the accompanying drawings, on which like reference-letters indicatecorresponding parts, Figure 1 represents a side view of a portion of atrain with my improved smokeescape attached thereto; Fig. 2, a plan viewof the same; Fig. 3, an enlarged sectional view of a portion of thesmoke-escape and operating means for the intermediate guide; Fig. 4,another form for conducting the smoke from car to car, the view being insection; Fig. 5, a cross-sectional View of a portion of the car andescape-pipe, with a side view of the wind-board.

The letterA designates the smoke-stack of a locomotive or other movingmachine, pivoted at B and provided with a weight O or otherwise adaptedto norm-ally maintain an lupright position, as indicated by the dottedmes.

The letter D represents a board or other material adapted to expose asufficient area to the pressure of the wind and pivotally or otherwisemounted upon a suitable support such as the tender of the locomotive-andconnected by a cord E to the smoke-stack A. The pressure of the windupon the deflectingsurface D when the train is in motion will cause ittobe thrown backward, and thus tip the stack A into the mouthpiece of asmokeescape consisting of sections F of rectangular or other form ofconducting-pipes, mounted, respectively, on the locomotive, tender, andcars and suitably connected, as will be presently described. Thebackward movement of the deflector D is limited by the checkchains D' orotherwise, and the said deflector will assume the position shown bydotted lines, resting against the stop G when the wind-pressure thereonis relieved and the smoke-stack returns to its vertical position underthe influence of the counterbalanceweight 0.

The mouthpiece of the smoke-escape is flared, as shown in Figs. 1 and 2,to catch the wind and assist in driving the smoke from section tosection of the escape-pipe. Each section is also preferably flaredoutward at each end of the car, and the space between the adjacent endsis bridged over by a deflecting sliding guide H, preferably consistingof two connected sections, the rear section H serving to steady theouter section as it is automatically extended by means of windboards I,secured to a crossbar J, having a finger J, connected by a link K to theinner section H, as shown in Figs. 2 and 3, whereby the pressure of thewind on the wind-boards I when the cars are in motion will operate thesliding guides. Referring to Fig. 3, it will be seen that when one guideis opera-ted outward the other guide is operated inward to give placethereto. Then the cars are going in the opposite direction, the saidsliding guides are reversely operated, whereby the smoke is guided fromcar to car, whichever the direction of the wind, as shown by the arrows,Fig. 3. The smoke is thus prevented from being drawn down betweeuthecars by the suction of the wind.

Another mode of operatively connecting the sections F is shown in Fig.4, in which the smoke is guided from section to section by pivotedguide-boards it, instead of sliding guides, and operated automaticallyby the pressure of the wind on wind-boards 1, connected thereto by rodsL, whereby one set of guides is operated when going in one direction andthe other set when going in the opposite direction, similarly to thesliding guides before described. As seen from Fig. 4, the pivoted guideson one section are open to catch the wind, while the adjacent windguidesare closed and assist in the delivery of the smoke into the mouth of theadjacent section, the entering air assisting in guiding the smoke fromone section to the other. It will be observed that the rods L,connecting the pivoted wind-guides, operate through longer and shorterarms M M, corresponding to the difierence of throw of the pivoted armsto which the windboards I are attached. The dotted position of thewind-guides in Fig. t indicates the position they assume when the windacts on the reverse side of the windboards 1. Thus it will be seen thatthe sections F are connected together by automatically-operated guidesfor the smoke and wind, whether the guides be sliding, as in Figs. 1 to3, or pivoted, as in Fig. 5, the wind-boards or deflecting-surfaces Ibeing adapted in both cases to automatically operate the said guides;also, that the deflecting-surface D acts to antomatically deflect thesmoke into the mouth of the first section by tipping the smoke-stackwhen the train is in motion, and allows itto assume its normal positionwhen the train is at rest. This is done without any attention on thepart of the trainmen and without any adjustment necessary in reversingthe cars motion, since there are no couplings to be attached and nojoints to be connected or unloosed, whatever the direction the train ismade up for. As seen from the plan view, Fig. 2, the first section ofthe pipe F widens laterally toward the rear in order to presentapproximately the same cross-sectional area for the escape of the smokeas is presented by the deeper but narrower mouthpiece into which thestack discharges.

I am aware that it is not new to conduct the smoke to the rear of thetrain, whether above or below the cars, and I do not claim, broadly, themeans for so doing; but I do claim the above-described connectingdevices and auwind and guide itinto the smoke-escape. In

Figs. 1 and 2 another form is shown at F, the outwardly-deflected boardstending to drive the wind into the smoke-escape through the openingwhichever the direction of the movement of the train.

I claim- 1. In a smoke-escape, the combination,with a pivotedSmokestack, of a surface adapted to be deflected by the pressure of thewind thereon, an intermediate connection between said surface and saidstack, and a conducting-pipe to receive the smoke delivered from thesaid stack when deflected by the action of the wind on said surfaces.

2. In a smoke-escape, the combination, with a pivoted smoke-stack andcounterbalancingweight therefor and pivoted deflecting-surfaces adaptedto receive the pressure of the wind when the train is in motion, of aconnection between said stack and said deflector and a conducting-pipeto receive the smoke from said stack when thelatter is in its tippedbackposition, whereby the smoke will be delivered into the conducting-pipewhen the train is in motion and be discharged outside of the same whenthe train is at rest.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE L. BARRETT.

Witnesses:

H. M. PLAISTED, W. M. MoNAIa.

